426 Hemi Engine

It's hard to believe it's been 50 years since the debut of the second-generation hemispherical engine from Chrysler. When Chrysler abandoned the Hemi design after the 1958 model year, it had grown to 392 inches with 380 horsepower. Due to AMA's decree that auto companies should refrain from actively supporting racing along with the time spent in developing the Wedge-engine design, the Hemi was retired as the undisputed king of horsepower of the 50's. The engine became a popular replacement in many hot rods, not only due to the huge horsepower the engine produced, but the visual effect of those massive valve covers.
The Wedge engine was doing well as a passenger car engine, and was much cheaper to build than the Hemi configuration. History has shown that Lynn Townsend and his sons were instrumental in Chrysler taking an interest in getting back to performance. His sons would frequent Detroit's Woodward Avenue, and would come home and tell their dad that Chrysler's were thought of as stodgy old-men cars with no performance. So Lynn went to engineering and said that a new direction would be performance, and he stood by that decision with a budget and a racing department. The 1962 413 Max Wedge was the first offering that came to be. It was followed by the 1963 426 Max Wedge—both engines we used in drag and NASCAR racing. While successful on the street and at Dragways, they weren't as stellar in NASCAR. In the spring of 1963 Townsend asked what it would take to win the Daytona 500 in 1964. Tom Hoover was the head of the race group at the time, and the assignment was given and budget approved in April of 1963 to build something capable of winning. The old A-311 program (Indy Hemi Engine) served as the inspiration.

Rather than start fresh, it was better to improve on the original design. After all, they knew some of the pitfalls on the Gen I Hemi, and manufacturing limitations that influenced the performance capabilities. Even in the new design, there was going to be some limitations; the bore centers were limited at the Trenton Engine plant, where the machinery had limited capabilities. Frank Bilk was assigned to do the layouts of the new head and valve gear. Hoover will be the first to admit that while he is credited as the Father of the Hemi, much of the accolades go to Frank. He had the ability to visualize designs. Using the 392 as the basis, they kept the exhaust rocker arms the same length, it was the largest and heaviest of the design, but drag racers were turning 7,000 rpm with that design. Bilk decided to tip the head inboard a few degrees, to allow the exhaust pushrod to clear the head gasket bead. This also enhanced the flow line to the intake valve. Models of the design were sent to Harry Westlake in England, where he optimized the design and shape. Forbes Bunting was responsible for coming up with a better intake manifold design. Of course during durability testing, some issues came up, a weakness in the right cylinder-block walls led to cracks forming. Time was running out, so the decision was made to supply these early blocks to the teams for qualifying, while a new design was being cast. The new block arrived just a few days before the race. The result was a 1-2-3 finish at Daytona, a better movie script could not have been written. The Hemi became the king of NASCAR for many years. The engineering team concentrated on the NASCAR version first, so next up was the drag version. It required a different setup. By mid-1964 the engine and cars were ready. Two versions of the engine were built; one was 415 horsepower with 11:1 compression. This engine featured dual Carter AFB carbs on a cross ram manifold for the all-steel cars. A 425 horsepower version with 12.5:1 and Holley carbs was built for the lightweight aluminum cars. Chrysler targeted the 1965 NHRA Super Stock class with specially built cars that became known as the A990 cars. The 1965 Winter Nationals were composed of entirely of A990 cars, with Bill Jenkins coming out on top, running an elapsed time of 11.39 at 126.05 mph. These same engines were installed in the altered wheelbase cars, and they dominated the competition. 1966 marked the year that Chrysler released the Street Hemi. The special drag race engines were continued in Super stock, but the street versions competed in the A/Stock class. With rule changes in NASCAR, Chrysler was forced to offer the engine in production cars. The rest you can say is history, the Hemi engine is iconic, as it is the winningest engine combination in NHRA racing's Funny Car and Top Fuel categories to this day and for many, many, years to come.

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Dodge Scat Pack Club – 45th Anniversary

In 1968, Dodge took a unique approach in creating a marketing pitch for all of its high performance cars, and called it the Scat Pack. Dodge's requirements to be a member of the Scat Pack, meant that first, the car had to be able to run the quarter mile in the 14-seconds or better. This limited qualifiers to the Charger R/T, the Coronet R/T, the mid-year Superbee (based on the Coronet), and the new Dart 340 GTS. While the first three cars listed were all B-Bodies, the Dart was the only A-Body that made the list. It came with a small block 340 as standard equipment, and could be had with an optional 383 Magnum. The 340 was a new small block for Dodge, and would become the hottest small-block in the Mopar lineup. To identify the cars that qualified as a member of Scat Pack, the cars received dual stripes wrapped around the rear fenders and deck lid, and though the stripes themselves were standard equipment, they could be deleted if the car was ordered as such.

Print ads, brochures, decals, and clothing were offered to promote the cars. In 1970, the Scat Pack cars were listed as the Dart Swinger 340, Coronet Superbee, Challenger and Charger R/T, and Charger Daytona. Dodge also created a Scat Pack Club, complete with a newsletter, sending the Direct Connection parts catalog to members at no cost, and setting up Scat Packages of Mopar parts. These included the Showboat (dress-up kit), Read-Out (gauges), Kruncher (drag/strip), Bee-Liever (manifold, carb, cam, headers), and Top Eliminator (Six-Pack setup, electronic ignition - yes, in 1970 - electric fuel pump and cool can.) Club members got the catalog, wallet card, jacket patch, bumper sticker, 40 page guide to auto racing, the monthly Dodge Performance News, and the quarterly Dodge Scat News, for a stunningly low $3 per year.
In 1971, the price to join the club rose to $5.95, the Charger Superbee replaced the Coronet version, and the 340 Demon was added to the list. As the muscle car era was fading due to insurance rates and new emission laws, it turned out to be the last year of the promotion. The Scat Pack program ended almost as quickly as it had begun.

The Bee logo itself became somewhat iconic, and was instantly identified as the logo of the Scat Pack.

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The Dodge Brothers

The name Dodge was famous long before John and Horace decided to build their cars. They were born in Niles, Michigan, John Francis in 1864 and Horace Elgin in 1868. The brothers learned the machinist trade from their father. They moved to Windsor Ontario, in 1899, where they started work at the Canadian Typothetac Company where John soon became a plant superintendent. They both worked there until they created the Evans and Dodge bicycle, known as the E&D. Together they leased some space from the Typothetac Company and began manufacturing their bike. This soon led to them (as a side line) producing small quantities of intricate automotive parts for some of the pioneer automobile manufacturers. Before long, their skill and demand for auto parts outshined their bicycle company. Their reputation was quickly established in being master craftsmen, and they moved their operation to Detroit in 1901. They opened a shop on Beaubien Street, quickly out grew that location, and built a new shop at Hastings Street and Monroe Avenue. Here they developed a ball bearing bicycle, and continued their involvement in the auto industry—which was just beginning to form. There first big order came from Olds Motor Works in 1902 for 3000 transmissions. Not long after, they were approached by others, as they began building components like steering parts, crankcases and axles. The business became so prosperous, that they quit building bikes and concentrated on the auto parts. They eventually met Henry Ford, and he was so impressed with their abilities, he wanted them to help him build his car. He offered them a 1/10 share in his newly created Ford Motor Company on the condition they build Ford engines. Under the terms of the contract with Ford, Dodge would receive all of Ford's assets if Ford went bankrupt, as he had before in other ventures. The reason this was included in the contract, was because Ford needed money to launch his car, money that he didn't have. The Dodges agreed to give Ford the $7,000 worth of automobile parts and $3,000 in cash that he needed in return for the ten-percent stake in Ford Motor Company. Horace Dodge reviewed the Ford products and quickly re-designed the rear axle and other parts and made important changes in the engine. The brothers were so impressed with Ford's car and his engines, that they risked their own business future. They discontinued all work with Olds and others, and got behind Ford and his car, which was still only an idea. So to put it in perspective, if not for the Dodge brothers, Ford Motor Company may not have ever gotten off the ground. In 1902 the first Ford was produced and became an instant success as Ford and the Dodge brothers made a lot of money. Dodge manufactured every part of the Ford car except for the buckboard wooden seats and the rubber tires. Dr. E. Pfennig bought the first Ford for $850. At the time of the sale, Ford only had $223.65 left in his bank account, and was almost bankrupt. However, with the success of the car he quickly became cash infused. Dodge received $10,000 in stock dividends the first year. Ford stock would eventually pay out millions more to them, but for the time being the Dodge Brothers profited handsomely twice: once by selling Ford the parts he needed to manufacture his car, and again by owning stock in his prospering company. Within a few years the Dodge brothers were heading up the largest automotive parts organization in the world. They owned a tenth of Ford along with their own vast operation. In 1910 they built an all new plant in Hamtramck, Michigan, covering 24 acres.

They continued to build engines for the early Fords, and were named to the board of directors of the Ford Motor Company. Then in January 1914, Ford announced the $5 a day minimum wage, then profit sharing, then a huge expansion of the Rouge plant with ALL company profits turned toward that development. Owning 58-percent of the stock, old Henry was able to dictate company policy and actions. With his River Rouge manufacturing plant in Detroit finished, it meant that he didn't need Dodge to manufacture parts for his cars anymore. Ford offered to lease the Dodges' plant and run it himself, but the Dodge Brothers said $%^ you. By trying to exclude Dodge, Henry Ford would only make his competition even tougher.

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The Dodge Brothers knew all of the Model T's weaknesses, so they set out to build their own car to compete with it. Dodge suggested several improvements to the Model T along the way, but Ford refused. The Dodge car, which they'd build in their own factory, would include all of these improvements. They would also use their profit from their dealings with Ford as well as dividends of the Ford stock they still owned, to bankroll the new company. In 1913, Dodge announced they'd stop building Ford cars and would design, build, and sell their own car, and on July 15, 1914, the Dodge Brothers made their last Ford part. The Dodge Brothers name was synonymous with quality, and the announcement that they would build their car was as important and as great as the announcement of the Comstock Lode. The Michigan Manufacturer and Financial Record claimed in August 1914 that "the Dodge Brothers are the two best mechanics in Michigan," and that, "to a great extent, the splendid work of the Dodge Brothers [and] their quality production, has been the silent compelling factor behind the record-breaking sales of Ford. On July 17, 1914 they started their own car company, the Dodge Brothers, Inc. with 5 million in common stock offered. The announcement that the Dodge brothers may actually build their own car quickly spread like wildfire and some 22,000 firms applied for dealerships before the first Dodge was even built. After much testing and design tweaks, the first Dodge rolled off the assembly line on November 14, 1914 with Guy Arneel at the wheel and the Dodge Brothers riding along in the back seat. The car sold for $785, and 249 were produced by years end. They were all Touring cars, painted black with dark blue wooden spoke wheels. They had leather seats, a folding top, electric lighting, electric self-start, a windshield, speedometer, and demountable rims. They rode on a 110-inch wheelbase, and were powered by a 35 horsepower engine with a three speed transmission. The gearbox was unique in its design, with an unorthodox shift pattern that took some getting used to. The car weighed 2,250 pounds, and would seat five. In typical Dodge fashion, when asked why they left Ford to start their own car company, John replied "Just think of all the Ford owners who will someday want an automobile". By the end of 1915, Dodge had produced 45,000 of the Touring, and a roadster that featured a trunk to put them in the number three position in the U.S. Dodge advertising slogans said "It speaks for itself" referring to the vehicles reliability. Then they used a new word, Dependability in their advertising. The word caught on, and was associated with Dodge. It was also added to the dictionary.

The Dodge Brothers' story is unknown to many people even to this day, and even to people who are familiar with Ford and his successful Model T. The Dodge Brothers were not from a wealthy family, but through hard work, they built a business empire that is still alive and prospering, now 100 years old. It survived the depression and two world wars. It represents the epitome of the American Dream, and shows that success in business isn't necessarily who you know but what you know and how you apply that knowledge. The story of the Dodge Brothers should not be overlooked or overshadowed by Ford the way it has been in the past. If they would have lived on, just think how the auto industry might look like today.